Electric brake for vehicles.



No. 776,526. PATENTED DEC. 6, 1904.

J. N. MAHONEY. ELECTRIC BRAKE FOR VEHICLES.

APPLICATION FILED JAN. 21, 1904. N0 MODEL 9 SHEETS-SHEET 1.

I PfigNESSES: jig/V729 M I A TTOR/VE Y8 No. 776,526, PATENTED DEC. 6,1904. J. N. MAHONBY.

ELECTRIC BRAKE FOR VEHICLES.

APPLICATION FILED JAN. 21, 1904. y no 1409111,. BSHBETS-SHEET 2.

t7 t7 ta ta J iiv /TNESSES' l/ViE/VTOH ATTOHNEX No. 776,526. PATENTEDDEC. 6 1904. J. N. MAHONBY.

ELECTRIC BRAKE FOR VEHICLES.

APPLICATION FILED JAN. 21, 1904. N0 MODEL. 8 SHEETS-SHEET 3.

W/TNESSES: //v VENTO-I? ii -92 M awn M No. 776,526. PATENTED DEC. 6,1904..

J. N. MAHONEY.

ELECTRIC BRAKE FOR VEHICLES.

APPLICATION FILED JAN. 21, 1004. N0 MODEL. I a SHEETS-SHEET 4.

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immwa MM Wfl I ATTORNEYS No. 776,526. PATENTED DEC. 6, 1904. J. N.MAHONEY.

BLEGTRIG BRAKE FOR VEHICLES.

APPLIOATION FILED JAN.21,1904.

N0 MODEL. 8 SHEETS-SHEET 5.

(D i j A TTORNE Yd No. 776,526. PATENTED DEC. 6, 1904. J. N. MAHONEY.

ELECTRIC BRAKE FOR VEHICLES.

APPLICATION FILED JAN. 21, 1904.

no MODEL- v & s'nnmvsmm e.

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A TTORNE Y8 No. 776.526. PATENTED DEC. 6, 1904.

J. N. MAHONEY.

ELECTRIC BRAKE FOR VEHICLES.

APPLICATION FILED JAN. 21, 1904 v NOMODEL. 8 SHEETS-SHEET I.

W/TNESSES: mvmroe i" M WM w No. 776,526. PATENTED DEG. 6, 1'904.

J. N. MAHONBY. ELECTRIC BRAKE FOR VEHICLES.

APPL OATION FILED JAN. 21; 1904. N0 MODEL. 8 SHEETS-SHEEI'iG- rig-2E1-W/TNESSES: J INVENTOI? llrumnn STATES Patented December 6, 1904.

ATENT tripe.

JOSEPH N. MAHONEY, OF BROOKLYN, NEV YORK, ASSIGNOR TO AMERICAN ELECTRICBRAKE COMPANY, OF NEW YORK, N. Y., A CORPORATION OF NEW JERSEY.

ELECTRIC BRAKE FOR VEHICLES,

SPECIFICATION forming part of Letters Patent No. 776,526, dated December6, 1904;.

Application filed January 21, 1904:. Serial No. 190,061. (No model.)

To aZZ whom it minty concern.-

Be it known that I, J osurrr N. MAI-IONEY, a citizen of the UnitedStates, residing in the borough of Brooklyn, county of Kings, State ofNew York, have invented certain new and useful Improvements in ElectricBrakes for Vehicles, of which the following is a specilication.

This invention relates to improvements in IO electric brake apparatus inwhich the energy for operation is supplied by the momentum of thevehicle or by an independent source to electromagnetic brake operatingapparatus acting on friction-surfaces for the purpose of I 5 retardingthe motion of and bringing the vehicle to rest.

The objects of the improvements are, first, to provide automatic meansfor obtaining increased efliciency; second, to reduce the energy takenfrom the momentum-driven generators; third, to perfect and simplify theapparatus.

I attain these objects by an organization of mechanism and circuitshereinafter described,

and illustrated in the accompanying drawings, in which- Figure 1 is adiagrammatic View indicating the several pieces of apparatus mounted ona car and their various circuit connections.

Figs. 2 to 9, inclusive, are diagrams showing in sequence the variousconditions or connections of the different pieces of apparatuscorresponding with the various positions of thebrake-switch,reversing-switch, power-switch,

and transfer-switch indicated in Fig. 1. Fig.

10 is a diagrammatic view indicating an equivalent organization of brakeapparatus and circuits producing like results with less apparatus thanis shown in Fig. 1. Figs. 11, 12, 4 13, and 14 show in sequence thevarious con ditions and connections of the different pieces of apparatusillustrated in Fig. 10 corresponding to the various positions indicatedin Fi 1. Fig. 15 is a view in vertical section, on the lineX Y of Fig.16, of theimproved brakeoperating apparatus complete with a set ofcoils, as in Fig. 1, by which the brake-shoes are applied to the wheels,and a retaining mechanism for holding the brake-shoe pressure againstthe Wheels. Fig. 16 is a front 5 elevation ofthe same, showing themechanism for releasing the retained brake-pressure. Figs. 17 and 18 area side and end elevation, respectively, illustrating retaining andreleasing mechanism in greater detail. Fig. 19 is a plan view of a carwith the body and platform removed, indicating the frame, trucks,motors, brake-shoes, brake-gear, &c.,

of ordinary construction with my improvements applied thereto. Figs. 20,21, and 22 are respectively a side View, horizontal section, and endview showing a modification of the automatic controller A indicated inFigs.

1 and 10.

The reference-letters indicating the main 5 parts of the apparatus in ageneral way are as follows: T, trolley-conductor or main; PS,power-switch or controller; RS, reverseswitch; BS, brake-switch orcontroller; M and M the motors; PR, power resistance; 7 A, armature ofmotor M; A armature of motor M F, field-coil of motorM; F, fieldeoil ofmotor M; I, brake-switch-locking device; A, automatic controller ofbraking system; AC and AL, Figs. 1 and 10, operating-coils of automaticcontroller; AS, springopposingaction of operating-coils ofautocontroller; AR, brake resistance regulated by autocontroller; TS,transfer-switch; T l. coil operating transferswitch; M, plunger or coreof brake-operating magnet; RC, releasecoil; S S shunts for controllingthe action of autocontroller.

The several resistances perform functions usual to them and are ofordinary construc- 5 tion. The power-switch and reversing-switch are ofany ordinary suitable type, and the brake-switch BS may be mechanicallyof similar construction, and all these parts are therefore merely showndiagrammatically, as 9 in Fig. 1.

Locking device I is the same as that disclosed in my Patent No. 665,450,dated January 8, 1901, reissued March 10, 1903, No. 12,098.

The release-coil cylinder RC may be of the same construction as the mainbrake-operating cylinder 1) (illustrated in Fig. 15) and serves thepurpose of releasing the shoes when the brake -switch is in the positionmarked 1, Fig. 1, and in positions 3, 4, 5, and 6 of the brake-switch itis also active and holds the retaining or locking mechanism on thebrake-magnet out of engagement while the energy active in thebrake-magnet and the brakepressure resulting therefrom is aboveapredctermined amount, thus preventing locking and consequent sliding ofthe wheels, which would greatly reduce obtainable retardation.

The transfer-switch TS (shown in Fig. 1) is a piece of apparatus fortransferring the circuit through the coils B B B* B of the brake-magnet,which are in series in the trolley-circuit, to the circuits of themotors when the latter are operating as generators, the coils B and Bbeing then placed in parallel across the terminals of the armature A andcoils B and B in parallel across the terminals of the armature A.

The automatic controller A consists of an operating coil or cylinder AU,as in Fig. 1, or AC and AL, as in Fig. 10, (and may be similar inconstruction to the main brakemagnet D,) acting against the spring AS tooperate the contact-bar ab across the regulating-contacts c0 of theresistance AR to regulate current passing through the coil B of thebrake-magnet, which is in series with the parallel field-coils F and Fof the motors M and M to control the total output of the motor-armaturesA and A used throughout the braking operation, thereby making itpossible to regulate the several braking actions in a definite ratio tothe speed of the vehicle. The shunts S and S act to raise or lower themaximum energy in the brakingcircuits controlled by the automaticcontroller A by shunting predetermined portions of the current from thewinding AC. In Fig. 10 the same effect is produced by cutting outportions of the winding AG, thereby causing the energy to increase inthe brake-circuits as a whole to obtain a like regulating effect in theautomatic controller A.

In Fig. 10 the absence of the transferswitch TS will be noted.

To accomplish the desirable feature of limiting the trolley-current inthe coil B, Fig. 10, as long as the motors are capable of supplying thenecessary energy to the brakingcircuits, the circuit connections arearranged so that the voltage generated by the motorarmatures opposes thetrolley current or voltage in the circuit of the coil B and may beadjusted to equal the same, and thus neutralize the trolley-voltage, andso eliminate the trolley-current through a considerable portion of thebraking operation.

In Fig. 10 by the action of the brake-switch BS in all of its brakingpositions the coil B of the brake-magnet M is placed across theterminals of the armature A and coil B across the terminals of thearmature A, the current passing in both coils B and B passing alsothrough the coil AC of the autocontroller A. The coil B, Fig. 1, or thecoil B Fig. 10, is in series in the circuit of both motor-fields, whichare in parallel, and the current passing through the coil also passesthrough coil AC of the automatic controller and the resistance AR. Thisis for the purpose of assisting the automatic controller by reason ofthe selfinduction of the coil B or B to regulate the rapidly-varyingcurrents due to varying speed during a braking operation. Thus therelatively large braking-current and incidental braking operation arecontrolled by the automatic regulation of the small current present inthe motor-fields. l/Vhen (as at low and intermediate speeds or for anyreason) the relative voltage of trolley-current and current from themotors is such that trolley-current is present and available in coil Bfor or to assist the braking operation, the current delivered by themotors to the brake-coils B B B should be correspondingly kept down, asotherwise the braking action of the total current in the severalbrake-coils B B B B would be excessive. The coil AL, Fig. 10, in thetrolley-circuit with B is therefore arranged to assist the coil AC ofthe automatic controller to regulate the current delivered by themotors, the control being such as to cause increase of current deliveredby the motors as the trolley-current in A and B diminishes or ceases.

Referring to Fig. 1 and assuming that the reverse-switch BS is in theposition f, the power-switch in position ab, or first multiple position,and the brake-switch BS in position 2, which is the running position,the circuit connections will be as shown in Fig. 2, and current from thetrolley T will be supplied to the motors M and M for the forwardmovement of the car. The circuit is from the conductor T, brush T,contact plates and brush R of power-switch PS, wire 26, throughresistance PR, wire 23 to brush 6 contact plates and brush a of brakeswitch BS, wire 28, brush 2), contact plate and brush p ofreverse-switch, wire 18 to positive terminal of armature A, fromnegative terminal of armature A, wire 20, brush 1), contact-plate, brushp of RS, Wire 31, brush ac, contact plates and brush f of BS, wire 15,through field-coil F, wire 17, brush 6, contact plates and brush e ofBS, wire 33, brush E, contact plates and brush Gr" of PS, wire 22 toground G, completing the circuit for motor M. The circuit is also fromresistance PR, wire 23, brush R contact plates and brush P of PS, wire32, brush 6 contact plates and brush a of BS, wire 29, brush p contactplate and brush 2) of RS, wire 19 to positive terminal of armature Anegative terminal of armature A wire 21, brush p, contact plate andbrush Q98 of RS, wire 30, brush (m of BS, contact plates and brush f ofBS, wire 16, through field-coil F through wire 22 to ground G,completing circuit of motor M Fig. 3 illustrates the circuit connectionswhen the brake-switch BS, Fig. 1, is moved to position 1 or releaseposition, all other connections remaining as in Fig. 2. Thenewlyestablished circuit is from the conductor T to brush contact platesand brush Z) of BS, wire 13, contact t of TS, coil B of brakemagnet M,contacts of TS, coil B of M, contacts t of TS, coil B of M, contacts 6of TS, coil B to contact 5' of TS, by wire 9 through release-coil RC, bywire 22 to ground Gr, completing a circuit passing trolley currentthrough the release-cylinder for releasing the pressure on thebrake-shoes, the same small current passing through the several coils ofthe brake-magnet M serving to retard the too rapid release ofbrakepressure and consequent jar resulting therefrom.

Fig. 4 illustrates the circuit connections when the brake-switch BS,Fig. 1, is in position 3, or first braking position, power-switch PS andreverse-switch RS remaining as in Fig. 2 and contacts of transfer-switchTS being in the position indicated by line 40; The circuit connectionsof armature A supplying the brake apparatus are as follows: frompositive terminal of armature A to wire 18, brush 7J2, contact plate andbrush of RS, wire 28, brush a, contact plates and brush 0 of BS, wire12, through coil AC of autocontroller A, wire 36, .through coil TC oftransfer-switch TS, wire 34, through coil B of brake-magnet M, wire 35,through resistance AR, contacts ac, and contactbar a]; of autocontrollerA, wire 7, to brush 7/, contact plates and brush f of BS, wire 16,through field-coil F wire 22, brush 0 contact plates and brush rm of BS,wire 31, brush p, contact plates and brush p of RS, wire 20, to negativeterminal of armature A. Circuit of armature A is as follows: frompositive terminal of A, wire 19, brush 7), contact plate and brush 1) ofRS, wire 29,

brush (0 contact plates and brush 7/ of BS, wire 12, through coil AC ofautocontroller A, wire 36, coil T0 of transfer-switch TS, wire 34,through coil B of brake-magnet M, wire 35, through resistance AB,contacts ac, and contact-bar 0]) of autocontroller A, wire 7, brush 7),contact plates and brushf of BS, wire 15, through coil F, wire 17, brush0, contact plates and brush (m of BS, wire 30, brush 79*, contact platesand brush 2 of RS, wire 21 to negative terminal of armature A". Thecircuit connections established are such that the energy for excitingthe field of one motor comes from the armature of the other mo tor, andtherefore compels them to generate in the same direction and eachdeliver an equal amount of energy to the brake-circuits.

The circuit connections in Fig. 4supplying trolley-current to the brakeapparatus are from the trolley-conductor T, brush T contact plates andbrush 6 of BS, wire 13, contacts t, i t, t, and t of TS, throughcoils 1) contact plate and brush 72 of RS, wire 31,

brush rm, contact plates and brush a of BS, wire 22 to ground (ur. Thecircuit connections of the release-cylinder RS first occurring in thisposition of the brake-switch BS for the purpose of holding out of actionthe retaining mechanism when the energy in the brakecircuits is above apredetermined amount are as follows: contact plate and brush .7) of BS,wire 9, through release-coil BC to wire 22, placing the release-coil BCin shunt to armature A.

Fig. 5 illustrates the circuit connections when all conditions are thesame as in Fig. 4, with the exception that owing to a predetermined riseof current from the motors in the coil T0 of the transfer-switch TS thecontacts of the transfer-switch have assumed the position indicated byline 41, thereby cutting oil the supply of trolley-current from thecoils B, B, B and B of the brake-magnet M and placing the coils B and Bin parallel across the terminals of the armature A and coils B and B inparallel across the terminals of the armature A. The circuit for thecoils B and B is as follows: from wire 34, contacts 6 and t of TS,through coils B and B of brakemagnet M, wire 8, brush 7)", contactplates and brush an? of BS, wire 30, brush 1), con tact plate andbrush 1) of RS, wire 21 to negative terminal of armature A. Thecircuito't' the coils B" and is as follows: wire 34, contacts 25 and 25of TS, through coils B and B of M, wire 22, brush (1 contact plates andbrush act of BS, wire 31, brush 72*, contact plate and brush 19 0f BS,wire 20 to negativeterminal armature A. The energy passing through coilsB B B' B has already passed through the actuating-coil AC of theautocontroller A. Therefore such energy is controlled by means of theregulating action of the coil AU through the medium of the resistance ABon the small energy in the fieldcircuits.

Fig. 6 illustrates the circuit connections when the brake-switch BShasbeen moved to the position 4, Fig. 1, all other conditions remainingthe same as in Fig. 5, with the exception that the shunt resistance S isplaced across the coils AC and TC for the purpose of raising the currentin the brake-circuit, thereby increasing the braking action a givenamount. The immediate effect ofplacing the shunt S around the coil AC isto weaken that coil, so that the reaction of its spring AS effects acutting out of resistance in both fieldcircuits, thereby causingdelivery of a heavier current from the armature to the brake-circuits,whereupon an increasing current then traverses the coil AC, whichautomatically regulates the braking operation, as in Fig. 5.

Fig. 7 illustrates circuit connections when the brake-switch has beenmoved to the position 5, Fig. 1, all conditions remaining, as in Fig. 5,with the exception that the shunt S of lower resistance than S is placedacross the coils AC and TC, the shunt S being cut out. The circuit ofthe shunt S is as follows: contact plate and brush 7) of BS, wire 11through shunt S to wire 34. The circuit of the shunt S is as follows:contact plate and brush 5" of the brakeswitch BS, wire 10, through S towire 34.

Fig. 8 illustrates the circuit connections when the brake-switch hasbeen moved to the position 6, Fig. 1, all conditions remaining as inFig. 5, with the exception that both shunt resistances S and S areplaced in multiple across the coils AC and TC in the same manner thatthey are so placed individually in Figs. 6 and 7.

Fig. 9 illustrates the circuit connections, where all conditions are thesame as in Fig. 8, with the exception that the reverse-switch RS, Fig.1, is in the position indicated by the line o' that is, in the positionwhich if the motors were being driven by trolley-current would tend byreversal of the motors to drive the car in the opposite direction. Themotors are, however, in the diagrams shown at this time as acting asgenerators driven by the momentum of the car. This condition issometimes brought about by the action of the motorman in a moment ofexcitement in an emergency. In all other electric braking systems knownto me using the motors as generators such action by the motorman wouldrender the braking system or operation entirely inoperative by reversingand nullifying the field excitation of the motors which are then actingas generators. In this system the circuit connections established underthese conditions are as follows: from positive terminal of armature A,wire 18, brush p contact plates and brush 7)" of RS, wire 31, brush are,contact plates and brush a of BS, wire 22, through field-coil F wire 16,brush f contact plates and brush f of BS, wire 15, through field-coil F,wire 17, brush 0, contact plates and brushes (m of BS, wire 30, brush 2contact plates and brush of RS, wire 19 to positive terminal of armatureA, negative terminal of armature'A wire 21, brush p, contact plates andbrush 3) of RS, wire 29, brush a", contact plates and brush a of BS,wire 28, brush 1), contact plates and brush p of RS, wire 20, and tonegative terminal of armature A, forming the circuit indicated by thesingle-headed arrows, Fig. 9. This relation of armatures and field-coilsso established is similar to the operation of two series-woundgenerators in multiple without equalizing connections, the result beingthat they operate in series in a circuit containing only their owninternal resistance, and therefore act very effectively at speeds downto the lowest. A further feature of this system is that by reason ofbrake-coils being coupled in shunt to each armature they are still efiective for making a highly-efficient stop. The circuits through thebrake apparatus are indicated by the double-headed arrows in Fig. 9.

Fig. 11 illustrates the circuit connections when the brake-switch,Fig.1. is moved to position 1 or release position, all connectionsremaining as in Fig. 2 with the exception that the brake apparatus isshown as constructed and arranged in Fig. 10. The newly-arranged circuitof the release-cylinder is as follows: wire 13, Figs. 1 and 10, throughcoil B of brake-magnet M, Fig. 10, wire 39, through coil AL ofautocontroller A, Fig. 10, wire 9, through coil RU of Fig. 10, wire 22,to ground Gr.

Fig. 12 illustrates the circuit connections that ensue when thebrake-switch BS, Fig. 1, is in the position 3 or first braking position,power-switch PS and reverse-switch RS remaining as in Fig. 2 and thebrake apparatus being arranged as in Fig. 10. The relation of the motorconnections being the same as in Fig. 5, it will only be necessary tofollow the newly-arranged brake-circuits in Fig. 10 as follows: fromwire 12, through coil AC of autocontroller A, wire 37, throughresistance AR, contacts ac and contact-bar ab of the autocontroller A,wire 38, through coil B of brake-magnet M, wire 7, and thence throughfield-coils, &c., as in Fig. 5, also from wire 37, through coil B ofbrake-magnet M, wire 8 to armature A as in Fig. 5, also from wire 37through coil B of brake-magnet M, wire 22, to armature A, as in Fig. 5.The circuit connections supplying trolley-current to the brake apparatusare, as in Fig. 5, the newly-arranged circuits as shown in Fig. 10 beingas follows: from wire 13 through coil B of brake-magnet M, wire 39, coilAL of autocontroller A, wire 9, and thence as in Fig. 5. The circuitconnections of the release-cylinder are as in Fig. 5.

Figs. 13 and 14: are identical with Fig. 12 with the exception thatportions of the coil AC of the autocontroller A are cut out in thefourth and fifth positions of the brake-switch by being directlyconnected to the wires 11 and 10, respectively, of Fig. 10 and Fig. 1.This produces a similar effect to the shunts S S (Shown in Figs. 1 to 9,inclusive.)

The general arrangement of circuits and the behavior of the differentpieces of apparatus having now been indicated, the construction of theapparatus will be described in detail. The various pieces of apparatusmay be mounted on the car frame and trucks, as indicated in Fig. 19,which also shows the cable 0, carrying the conductors already described.

l shows an equalizing system of brake-levers for transferring the pullof the plunger M of the electromagnetic brake-cylinder D to thebrake-rods 0", connected to rods r joined to levers Z on both trucks.These levers distribute the brake-pressure to the brake-shoes s by meansof rods 9'" and brake-shoe beams s and s H'indicates the hand-wheel ofthe manuallyactuated brake that operates on the system of levers Zthrough the medium of rods 1 and levers Z Z What has been termed themagnetic brake-cylinder is, in fact, an electromagnet of novelconstruction especially designed for this work and is constructed asfollows: It consists, Fig. 15, of an outer cylindrical body D of iron orsteel, within which are disposed the several coils surrounding the coreor plunger M. The back head J of the outer cylindrical body is providedwith an inwardlyprojecting cylindrical hollow pole-piece K, which may bemade, as indicated, of an independent piece of metal having magneticqualities superior to the head J. A tube Z, of nonmagnetic metal,extends from the inner end of the pole-piece K to the front wall of thecylinder 1) and assists in guiding the plunger M and also serves toprotect the coils from mechanical injury. The bore of the hollowpole-piece K is of the shape of the frustum of a cone, its smallerdiameter being at the outer end. The plunger M consists of a cylindricalpart with a flat upper face and having its bearing in the tube Z and thecylindrical bore in the front portion of the cylinder 1) and also of aconical part of the same degree of taper as that of the bore of thepolepiece K, but of greater length. The purpose of the novel shape andrelative proportions of this part of the plunger M and the bore of thepole-piece K is to decrease the area of the air-gap relative to thedecreasing length of the air-gap as the plunger M travels inwardly. Thisis accomplished by allowing the tapered portion of the plunger M toextend beyond the outer or smaller end of the bore of the pole-piece K,thus tending to maintain a constant reluctance in the magnetic circuit,and consequently a constant pull throughout the travel of the plunger M.This proportion also increases the general efiiciency of this form ofapparatus by in creasing the area of the air-gap relative to thecross-sectional area of the plunger M. On the front end of the plungeris the jaw O, with pin U, by which the pull of the plunger istransmitted to the brake-gear.

On the flattened upper surface of the plunger M bears the roller lb,upon which rests the wedge-block a, and on this block bears the cam (Z,mounted on the cam-shaft V, that rotates in bushings g, Fig. 16. On thecamshaft V is fastened lever m, Fig. 17, against which bears a plug q,mounted in a case 0 and acted upon by spring a, which may be adjusted byscrew m in the head or bar 20. This constitutes the retaining or lockingmechcircuits already described.

anism and acts as follows: Upon cessation of current in the coilssurrounding the plunger M the strain on the brake-gear will tend toretract theplunger; but this is prevented by the roll it moving forwardslightly and binding the plunger M by its wedge-like action between theflattened surface of M and the lower surface of a, which latter isprevented from lifting by cam (Z, maintained in intimate contact with itby the spring a, Fig. 17.

The releasing or unlocking operation is as follows: On passage ofcurrent through the winding of the release-magnet RC, which may be ofthe same general construction as the brake-magnet on the frame of whichit is mounted, the plunger 3) is drawn in, and through theconnecting-bar 0 and lever on the spring a is compressed and cam-shaft 0is rotated, lifting cam (Z, releasing pressure on the roll it, andallowing the springs 7', through the medium of the rods k, to throw theroll 7o rearwardly, thereby allowing the plunger M to be retracted torelease the brake-pressure established by the strain on the brake-gear.The part N is for the purpose of maintaining the parts M, a, 7t, 71:,and j in position and alinement. On completion of the releasingoperation the various parts of the locking and releasing mechanismresume their normal positions, as indicated in Figs. 15, 16, and 17.

The transfer-switch TS (the cylinder of which may be similar inconstruction to the make-cylinder) consists of an operating-magnetacting in opposition to a spring to actuate a switching mechanism thatmay be similar in construction and arrangement to the powerswitch, butof smaller size.

The automatic controller A consists of an operating-cylinder opposed. bya spring and the construction of which may be similar to that of thebrake-cylinder. It operates movable contacts that control the amount ofresistance or the current passing in the several The normal position ofthe contacts is as indicated in A, Figs. 1 and 10, the resistance ARbeing completely cut out, reducing the resistance of the circuit to aminimum and compelling the motors M and M to generate at very lowspeeds. As the contacts and resistances need be of a capacity suflicientonly to handle the field-cxcit ing currents, which is but a small partof the output of the motor-armatures in braking, it is preferable thatthey be combined in one piece of apparatus, as indicated.

The brake-switch BS may be of a mechanical construction similar to thatof the powerswitch PS, which is of ordinary form. The motors N and M areseries-wound directcurrent motors, such as are ordinarily used forvehicle propulsion. The resistance PR is also of ordinary construction.

Figs. 20, E21, and 2?. illustrate a side view, horizontal section, andend view of a modified construction of the automatic controller A,

IIO

Figs. 1 and 10. The construction and operation of this apparatus is asfollows: On passage of current through coils AC and AL, contained in thecase 52, plunger 42, sliding in the non-magnetic tube 43, is attractedtoward the pole-piece 51 (which is set in the head 50) and compressesspring AS in tube 58 by means of the non-magnetic rod 44, thrustingagainst the bushing 45. The apparatus is adjusted for variousoperating-currents by means of various initial compressions on thespring AS. obtained by screw 47, mounted in cap 48, thrusting againstbushing 46 and locked by nut 49. On the rod 53 of the plunger 42, butinsulated therefrom, is the cross-bar (t 7), on which are mounted thebrushes 55, that slide on contacts (0 0, connected by wires to clamps 59of the resistance AR, which is mounted in frame 56. Reciprocatingmovement of the plunger cuts in and out sections of the resistance Ar,which is included in the field-circuit of the momentum-drivenbrakegenerators, as already explained.

In this braking system the object is to vary the pressure between thebraking-surfaces in such relation to the character of the material ofwhich the braking-surfaces are composed, the load on the generators, andthe element of time during which the braking operation is effected thata uniform or substantially uniform rate of retardation is obtainedthroughout the whole or substantially the whole of the stop. This resultis primarily obtained by the action of the automatic controller, whichregulates the current in the armaturecircuit of the generator and brakeapparatus by varying the current in the field-circuit, whichfield-circuit has been placed in shunt to the armature during thebraking operation. The motor is, however, of the ordinary type ofseries-wound motors usually used in propulsion of vehicles. As is wellunderstood, at low speed the generator or generators may not delivercurrent enough to satisfactorily effect the braking. operation, and inthe organization shown the stops in such cases may be made substantiallywholly with the trolley-current. The organization shown in Fig. 10, inwhich the trolley is permanently connected with a winding of theelectromagnetic brake apparatus and also with a winding of the automaticcontroller, has been adopted largely because it is one that eliminatesvaries pieces of apparatus or styles of contacts that might byderangement become a disturbing factor in the practical operation of thesystem. hen the system is organized, however, as shown in Fig. 10, thebraking operation in stops other than those made at low speeds isaccomplished almost wholly by energy from the generator or generators,the trolley-current then present in any of the circuits of the systembeing substantially or wholly neutralized by current from the generator.On the other hand, I

when stops are made at such low speeds the generator does not deliver acurrent of sufficient strength to alone satisfactorily effect thebraking operation. The voltage of the generator-current is not thensufiicient to materially oppose or neutralize the trolley-currentpresent, and the latter current therefore accomplishes the brakingoperation.

I claim as my invention 1. In an electric braking system, thecombination of a propelling-motor adapted to be driven as agenerator bythe momentum of the vehicle, its armature-circuit, electromagnetic brakeapparatus included therein, another circuit including the field andmeans for automatically varying the current in the circuit including thefield as the speed of the vehicle varies to control the current in theelectromagnetic bralre apparatus.

2. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of the vehicle, itsarmature-circuit, electromagnetic brake apparatus included therein,another circuit including the field, an electromagnetic controlleractuated by current in the armaturecircuit and means whereby suchcontroller varies the current in the circuit including the field as thespeed of the vehicle varies, to control the current in theelectromagnetic brake apparatus.

3. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of the vehicle, itsarmature-circuit, electromagnetic brake apparatus included therein, ashunt on the armature-circuit including the field of the generator, acontrolling device actuated by current in the armature-circuit and meanswhereby said controller varies the currentin the shunt including thefield to thereby control the current in the electromagnetic brakeapparatus as the speed of the vehicle varies.

' 4. In an electric braking system, a car or vehicle having twopropelling-motors adapted to be driven as generators by the momentumofthe vehicle, the armature-circuits thereof, electromagnetic brakeapparatus in each armature-circuit, derived circuits on the twoarmature-circuits, that on each armature-circuit including the field ofthe other generator,

and a reverse-switch adapted to change the direction of rotation of themotors.

5. In an electric braking system, a car or vehicle having twopropelling-motors adapted to be driven as generators by the momentum ofthe vehicle, the armature-circuits thereof, electromagnetic brakeapparatus in both armature-circuits, derived circuits on the twoarmature-circuits, that on each armature-circuit including the field ofthe other generator, a reverse-switch adapted to change the direction ofrotation of the motors and means for automatically varying the currentin the field as the speed of the vehicle varies to control the currentin the electromagnetic brake apparatus.

6. In an electric braking system, a car or vehicle having two pro3ellingmotors adapt-ed to be driven as generators by the momentum of thevehicle, the armature-circuits thereof, electromagnetic brake apparatusin both armature-circuits, derived circuits on the twoarmature-circuits, that on one armature-circuit including the field ofthe other generator, a reverse-switch adapted to change the direction ofrotation of the motors and an electromagnetic controlling deviceoperated by current in the armature-circuits and means whereby saidcontroller varies the current in the fields as the speed of the carvaries to control the current in the electromagnetic brake apparatus inboth armature-circuits.

7 In an electric braking system, the com bination of twopropelling-motors adapted to be driven as generators by the momentum ofthe vehicle, a running controller or powerswitch adapted to connect anddisconnect the meters from the trollcy'circuit and regulate theirspced,a reversing-switch and connections for reversing the direction ofrotation of the motors, the armatliirc-circuit of the generators,electromagnetic brake apparatus in cluded in each armature-circuit,derived circuits from each armature-circuit, that on the circuit ofthearmature of one generator including the field of the other generatorand a brake-switch for throwing the braking system into operationirrespective of the position of the reverse-switch, the power-switch orthe direction of travel of the vehicle.

8. In an electric braking system, the combination of twopropelling-motors adapted to be driven as generators by the momentum ofthe vehicle, a running controller or powerswitch adapted to connect anddisconnect the meters from the trolley-circuit and regulate their speed,a reversing-switch and connections for reversing the direction ofrotation of the motors, the armaturc-circuits of the generators,electromagnetic brake apparatus included in each armature-circuit,derived circuits from each armature-circuit that on the circuit of thearmature of one generator including the field of the other generator,means for automatically varying the current in the field-circuits as thespeed of the vehicle varies and, a brake-switch for throwing the brakingsystem into operation irrespective of the position of thereverse-switch,the powerswitch or the direction oi travel of thevehicle.

9. In an electric braking system, the combination of twopropelling-motors adapted to be driven as generators by the momentum ofthe vehicle, a running controller or powerswitch adapted to connect anddisconnect the meters from the trolley-circuit and regulate their speed,a reversing-switch and connections for reversing the direction ofrotation of the motors, the armature-circuits of the gencraters,electromagnetic brake apparatus included in each armature-circuit,derived circuits from each armature-circuit, that on the circuit of thearmature of one generator including the hold of the other generator, anelectromagnetic controlling device included in both armature-circuits,means whereby said controller varies the current in the fields as thespeed of the car varies, and a brakeswitch "for throwing the brakingsystem into operation irrespective of the position of thereverse-switch, the power-switch or the direction of travel of thevehicle.

10. In an electric braking system, the combination of a propelling-motoradapted to be operated as a generator by the momentum of the vehicle, abraking-circuit including the armature of the motor, winding ofelectromagnetic braking apparatus included in said circuit, winding ofthe electromagnetic braking apparatus in the field-circuit of the mo torand means for varying the current in the field as the speed of the carvaries to thereby control the braking operation.

11. In an electric braking system, the combination of a propelling-motoradapted to be operated as a generator by the momentum of the vehicle, abraking-circuit including the armature oi" the motor,winding ofelectromagnetic'braking apparatus included in said circuit, winding ofthe electromagnetic braking apparatus in the field-circuit of the m0-tor, an electromagnetic controlling device included in the brake-circuitand actuated by current therein and means whereby such controller variesthe current in thelield to thereby control the braking operation.

12. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of the car,electromagnetic brake apparatus comprising several distinct windingspart of which are included in the braking-circuit including the armatureof the motor, and part of which are included in the trollcycircuit, andelectrical connections whereby the current in the armature-circuit ofthe generator opposes the current "from the trolley.

13. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of the car,electromagnetic brake apparatus comprising several distinct windingspart of which are included in the braking-circuit including the armatureof the motor, and part of which are included in the trolley-circuit, andelectrical connections whereby the current in the armature-circuit ofthe generator opposes the current from the trolley, and electromagneticmeans included in the armature-circuit for varying the current in themotor-field of the generator to thereby control the braking opcration.

14. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of the car,electromagnetic brake apparatus comprising several distinct windingspart of which are included in the braking-circuit including the armatureof the motor, part of which windings is included in the trolley-circuit,and part of which windings is included in the fieldcircuit of thegenerator, electrical connections whereby the current in thearmature-circuit of the generator opposes the current from the trolley,and electromagnetic means included in the armature-circuit for varyingthe current in the motorfield of the generator to thereby control thebraking operation.

15. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of the car, anelectromagnetic brake apparatus having multiple windings part of whichis included in a braking-circuit taking current from the trolley, andpart of which is included in the armature-circuit of the motor, anelectromagnetic controller having multiple windings one winding beingincluded in the trolley braking-circuit and the other winding in thearmature braking-circuit and means whereby said controller varies thecurrent in the field of the generator as the speed of the car varies,the organization and operation of the automatic controlling device beingsuch that the energy in the several braking-circuits is controlled bythe controlling device to effect the braking operation relatively to thespeed of the car and irrespective of the voltage of the trolley.

16. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of the car, anelectromagnetic brake apparatus having multiple windings part of whichis included in a braking-circuit taking current from the trolley, partin the armature-circuit of the motor and part in the field-circuit ofthe generator, an electromagnetic controller having multiple windingsone winding being included in the trolley braking-circuit and the otherwinding in the armature braking-circuit and means whereby saidcontroller varies the current in the field ot' the generator as thespeed of the car varies, the organization and operation of the automaticcontrolling device being such that the energy in the severalbraking-circuits is controlled by the controlling device to effect thebraking operation relatively to the speed of the car and irrespective ofthe voltage of the trolley.

17. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of the car, anelectromagnetic brake apparatus having multiple windin s part of whichare included in a braking-circuit taking current from the trolley, andpart in the armaturecircuit of the motor, an electromagnetic controllerhaving multiple windings one winding being included in the trolleybraking-circuit and the other winding in the armature braking-circuitand means whereby said controller varies the current in the field of thegenerator as the speed of the car Varies, the organization and operationof the automatic controlling devices being such that the energy in theseveral braking-circuits is controlled by the controlling device toeffect the braking 0 peration relatively to the speed of the car andirrespective of the voltage of the trolley, and brake-switch devices andcircuit connections whereby in the different positions of such switchdevices the action of the automatic controlling device is regulated tovary the braking action at the will of the operator.

18. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of the car, anelectromagnetic brake apparatus having multiple windings part of whichis included in a braking-circuit taking current from the trolley, partin the armature-circuit of the motor and part in the field-circuit ofthe generator, an electromagnetic controller having multiple windingsone winding being in cluded in the trolley braking-circuit and the otherwinding in the armature braking-circuit and means whereby saidcontroller varies the current in the field of the generator as the speedof the car varies, the organization and operation of the automaticcontrolling device being such that the energy in the severalbraking-circuits is controlled by the controlling device to effect thebraking operation relatively to the speed of the car and irrespective ofthe voltage of the trolley, and brake-switch devices and circuitconnections whereby in the ditferent positions of such switch devicesthe action of the automatic controlling device is regulated to vary thebraking action at the will of the operator.

19. In an electric braking system, the combination of a propelling-motoradapted to be drivenas a generator by the momentum of the vehicle, anelectromagnetic brake apparatus, winding of which is included in thearmature-circuit of the generator, a second circuit including the fieldof the generator, an automatic controlling device included in thearmature-circuit and acting to vary the current in the field and therebycontrol the braking operation as the speed of the car varies,brake-switch devices for initiating the brakingoperation and regulatingthe automatic controlling device to thereby control the brakingoperation, brakepressure-retaining devices normally tending to retainthe pressure between the brakingsurf'aces, an electromagnetic releasedevice actuated by current from the armature-circuit during the brakingoperation and acting, during the braking operation, to hold thepressure-retaining devices out of operation, and circuit connectionscontrolled by the brakeswitch devices whereby the electromagneticrelease devices may be energized by current in the trolley after thebraking operation is completed. to release the brake-pressure thenretained by said pressure-retaining devices.

20. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of the car,electromagnetic brake apparatus having at least two windings,brake-switch devices and circuit connections whereby, on the actuationof said devices to initiate the braking operation, the motors aredisconnected from the trolley, a winding of the brake apparatus isincluded in the circuit of the trolley and a winding of the brakeapparatus included in the circuit with the armature of the generator,and a shunt around the brake apparatus including the field of thegenerator.

21. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of the car,electromagnetic brake apparatus having at least twowindings,brake-switch devices and circuit connections whereby, on the actuationof said devices to initiate the braking operation, the motors aredisconnected from the trolley, a winding of the brake apparatus isincluded in the circuit of the trolley and a winding of the brakeapparatus included in the circuit with the armature of the generator, ashunt around the brake apparatus including the field of the generator,an electromagnetic controlling device actuated by current from thearmature-circuit acting to vary the current in the field of thegenerator to thereby control the braking operation as the speed of thecar varies.

22. In an electric brake apparatus, the combination of apropelling-motor adapted to be driven as a generator by the momentum ofthe car, an electromagnetic brake-controller having at least twowindings, brake-switch devices andcircuit connections whereby on theinitiation of the braking operation the motors are disconnected from thetrolley, a trolley-circuit is completed through one of the windings ofthe brake apparatus and through one of the windings of the automaticcontroller, the other winding of the brake apparatus and of theautomatic controller connected in the circuit of the armature of themotor, a circuit including the field of the generator in shunt aroundthe brake-apparatus winding included in the armature-circuit, and meanswhereby the automatic controller acts to vary the current in the fieldof the generator to thereby control the braking operation.

23. In an electric brake apparatus, the combination of apropelling-motor adapted to be driven as a generator by the momentum ofthe car, an electromagnetic brake apparatus having three windings, anelectromagnetic controller having two windings, brake-switch devices andcircuit connections whereby on the initiation of the braking operationthe motors are disconnected from the trolley, a trolley-circuit iscompleted through one of the windings of the brake apparatus and throughone of the windings of the automatic controller, the second windings ofthe brake apparatus and of the automatic controller connected in thecircuit of the armature of the motor, and a circuit including the thirdwinding of the brake apparatus and the field of the generator completedin shunt around the brakeapparatus winding that is included in the armature-circuit, and means whereby the automatic controller acts to varythe current in the field of the generator to thereby control the brakingoperation.

24. In an electric brake system, the combination with thebraking-circuit and brake apparatus of a circuit-controlling device forregulating the braking operation comprising a winding, a fixedpole-piece extending within the winding and having a cavity thereinconforming to the frustum of a cone and an opening extending from thebottom of such cavity through the pole-piece, an armature or plungerreciprocal within the winding and having a conical end of the same taperor angle as the cavity in the pole-piece and the point or end of whichis adapted to enter the opening extending through the pole-piece,contactbrushes carried by the reciprocating arma ture, a series ofinsulated contacts in contact with which they travel, a variableresistance controlled by the brushes and contacts, and an adjustablespring opposing the entrance of the armature within the winding.

25. In an electric brake system, the combination with thebraking-circuit and brake apparatus of a circuit-controlling devicecomprising a winding, a fixed pole-piece extending within the windingand having a cavity therein conforming to the 't'rustum of a cone and anopening extending from the bottom of such cavity through the pole-piece,an armature or plunger reciprocal within the winding and having aconical end of the same taper or angle as the cavity in the pole-pieceand the point or end of which is adapted to enter the opening extendingthrough the pole-piece, contact-brushes carried by the reciprocatingarmature, a series of insulated contacts in contact with which theytravel, a variable resistance controlled by the brushes and contacts,and an adjustable compression-spring opposing the entrance of thearmature within the winding.

26. In an electric brake system, the combination of a propelling-motoradapted to be operated as a generator by the momentum of the vehicle, abraking-circuit supplied by current from the motor when so driven, anelectromagnetic brake-a iiplying apparatus contained in thebraking-circuit and comprising a winding and shell of magnetic metalinclosing it, a pole-piece projecting within the winding and havingthrough it an opening with inclined Walls, an armature reciprocal withinthe winding and having its inner end tapered to conform to the taper ofthe opening in the pole-piece and of such length as to extend throughand beyond such opening when the armature is in its forward position.

27. In an electric brake system, the combination of a propelling-motoradapted to be operated as a generator by the momentum of the vehicle, abraking-circuit supplied by current from the motor when so driven, anelectromagnetic brake-applying apparatus contained in thebraking-circuit and comprising a wind ing and shell of magnetic metalinclosing it,

a pole-piece projecting within the Winding and having through it anopening with inclined walls, an armature reciprocal within the windingand having its inner end tapered to conform to the taper of the openingin the pole-piece and of such length as to extend through and beyondsuch opening when the armature is in its forward position and means forautomatically regulating the current in the braking-circuit as the speedof the car varies to thereby control the braking operation.

28. In an electric brake system, the combination of a propelling-motoradapted to be operated as a generator by the momentum of the vehicle, abraking-circuit supplied by current from the motor when so driven, anelectromagnetic brake-applying apparatus contained in thebraking-circuit and comprising a winding and a shell of magnetic metalinclosing it, a pole-piece projecting within the Winding and havingthrough it an opening with inclined walls, an armature reciprocablewithin the winding and having its inner end tapered to conform to thetaper of the opening in the pole-piece but of such length as to extendthrough and beyond it, a Wedge-block, a roller interposed between it andthe side of the armature, a spring device normally urging the roller outof engagement with the inclined face of the wedge-block, and means forforcing the Wedge-block against the roller to thereby lock or retain thearmature in any position to which it may be attracted.

29. In an electric brake system, the combination of a propelling-motoradapted to be operated as a generator by the momentum of the vehicle, abraking-circuit supplied by current from. the motor when so driven, anelectromagnetic brake-applying apparatus contained in thebraking-circuit and comprising a winding and a shell of magnetic metalinclosing it, a pole-piece projecting within the winding and havingthrough it an opening with inclined walls, an armature reciprocableWithin the winding and having its inner end tapered to conform to thetaper of the opening in the pole-piece but of such length as to extendthrough and beyond it, a Wedge-block, a roller interposed between it andthe side of the armature, a spring device normally urging the roller outof engagement with the inclined face of the block, a rocking shaftcarrying a cam bearing on the wedge-block, a spring tending to force thewedge-block down on the roller and an electromagnet also included in thecircuit of the motor-generator acting in opposition to the spring.

80. In an electric brake system, the combination of a propelling-motoradapted to be operated as a generator by the momentum of the vehicle, abraking-circuit supplied by current from the motor when so driven, anelectromagnetic brake-applying apparatus contained in thebraking-circuit and comprising a winding, an armature reciprocablewithin the winding, a wedge-block, a locking-roll interposed between itand the armature, means for normally urging the inclined face of theblock against the roll to lock the armature in its attracted position,and means operated by current from the motor-generator for releasing thepressure of the block upon the roll to permit retraction of thearmature.

31. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of a vehicle, itsarmaturecircuit, electromagnetic brake apparatus included therein,another circuit including the field, an electromagnetic controlleractuated by the current in the armature-circuit, means whereby suchcontroller varies the current in the circuit including the motorfield asthe speed of the vehicle varies and means normally tending to retain thebraking pressure established by the electromagnetic brake apparatus andan electromagnetic releasing device energized by current delivered bythe motor-generator and normally tending to hold said pressure-retainingdevices out of operation.

32. In an electric braking system, a car or vehicle having twopropelling-motors adapted to be driven as generators by the momentum ofthe vehicle, the armature-circuits thereof, electromagnetic brakeapparatus in both armature-circuits, derived circuits on the twoarmature-circuits, that on each armature-circuit including the field ofthe other generator, a reverse-switch adapted to change the direction ofrotation of the motors and means for automatically varying the currentin the field as the speed of the vehicle varies to control the currentin the electromagnetic brake apparatus and means normally tending toretain the braking pressure established by the electromagnetic brakeapparatus and an electromagnetic releasing device energized by currentdelivered by the motor-generator and normally tending to hold saidpressure-retaining devices out of operation.

33. In an electric braking system, the combination of a propelling-motoradapted to be operated as a generator by the momentum of the vehicle, abraking-circuit including the armature of the motor, winding ofelectromagnetic braking apparatus included in said IIO circuit, windingof the electromagnetic braking apparatus in the field-circuit of themotor, an electromagnetic controlling device included in thebrake-circuit and actuated by current therein and means whereby suchcontroller varies the current in the field to thereby control thebraking operation, and means normally tending to retain the brakingpressure established by the electromagnetic brake apparatus and anelectromagnetic releasing device energized by current delivered by themotor-generator and normally tending to hold said pressure-retainingdevices out of operation.

34. In an electric braking system, the combination of-a propelling-motoradapted to be driven as a generator by the momentum of the car,electromagnetic brake apparatus comprising several distinct windingspart of which are included in the braking-circuit including the armatureof the motor, part of which windings is included in the trolley-circuit,and part of whichwindings is included in the field-circuit of thegenerator, electrical connections whereby the current in thearmature-circuit of the generator opposes the current from the trolley,and electromagnetic means included in the armature-circuit for varyingthe current in the motor-field of the generator to thereby control thebraking operation and means normally tending to retain the brakingpressure established by the electromagnetic brake apparatus and anelectromagnetic releasing device energized by current delivered by themotorgenerator and normally tending to hold said pressure-retainingdevices out of operation.

35. In an electric braking system, the combination of a propelling-motoradapted to be driven as a generator by the momentum of the vehicle, itsarmature-circuit, electromagnetic brake apparatus included therein, another circuit including the field, an electromagnetic controlleractuated by current in the armature-circuit and means whereby suchcontroller varies the current in the circuit including the field as thespeed of the vehicle varies, to control the current in theelectromagnetic brake apparatus, and brake-switch devices and circuitconnections whereby in the different positions of such switch devicesthe action of the automatic controlling device is regulated to vary thebraking action at the will of the operator.

36. In an electric braking system, a car or vehicle having twopropelling-motors adapted to be driven as generators by the momentumofthe vehicle, the armature-circuits thereof,

electromagnetic brake apparatus in both armature-circuits, derivedcircuits on the two armature-circuits, that on one armature-circuitincluding the field of the other generator, a reverse-switch adapted tochange the direction of rotation of the motors and an electromagneticcontrolling device operated by current in the armature-circuits andmeans whereby said controller varies the current in the fields as thespeed of the car varies to control the current in the electromagneticbrake apparatus in both armature-circuits, and brakeswitch devices andcircuit connections whereby in the different positions of such switchdevices the action of the automatic controlling device is regulated tovary the braking action at the will of the operator.

In testimony whereof I have hereunto subscribed my namc.

JOSEPH N. MAI-IONEY.

Witnesses:

CLARENCE M. LEWIS, WILLIAM A. STAI-ILIN,

